Signaling apparatus for railways.



3. T. REPLEY.

SIGNALING APPARATUS FOR BAILWAYS.

APPLICATION FILED JULY :1, IBM.

1,228,968. Patented June 5, 1917.

2 SHHTS-SHEU' 1.

J. T. RIPLEY.

SIGNALING APPARATUS FOR RAILWAYS. APPLICATION HLED nm' :1. 1914.

1,228,968. Patented June 5, 1917.

2 SHEETS-SHEET 2- W WWMK JAMES 'rnonns RIPLEY, or soutrnzeon'r, ENGLAND.

SIGNALING APPARATUS FOR RAILWAYS.

Specification of Letters Patent.

Patented June 5, 1917.

Application filed J 1.113 11, 1914. Serial No. 850,383.

caster, in the Kingdom of England, have invented certain new and usefullmprove ments in Signaling Apparatus on Railways, of which the followingis a specification.

This invention has for its object a signaling device, automatic to agreat extent, whereby whenever the last carriage in a train passes agiven point, a fog signal is placed on the line, and remains until thesignalman at the end of the block releases it by a wire or otherconnection.

It. is best described by aid of the accoinpanying drawings, in whichFigure 1 is a longitudinal elevation of line and last carriage;

Fig. 2, end view of same; and

Figs. 3 and 4 side view of table for the detonator and its supportrespectively.

In these, A is the brake van of the train to which is fixed a curved orinclined spring controlled bar with a roller (l at the end. When not inuse, it is placed up against the back of the carriage as shown in dottedlines at Gr. By the side of the rail, I place a fog signaling device C,and on the other side of the rail 1 place an oscillating rail D.oscillating on pivot E. This oscillating rail is weighted or providedwith a spring, not shown, whereby normally it lies against a stop soasto present a gradual incline, as shown. At the fulcrum E, the roller onthe last carriage will run over it without touching it, but beyond thefulcrum the roller coming against the incline depresses it. As theroller G may vary in height with the weight in the guards van, 1 mayarrange any convenient regulating device which the guard can regulatebefore starting, such as movable bearings for the pin 1, on which thebar B is hung, that will bring the pulley to the exact height requiredbut in the preferred form the bar is provided with a spiral or otherspring so that it will have a certain amount of give or resilience. Inthe drawing an arrangement for this purpose is shown in which the bar Bis formed in two parts pivoted together at R, and provided with a springS, which holds it down to its normal position. The roller rolling up theincline at D causes the other end of the sloping lever bar to rise, andallow a trigger or sliding piece K attached to the fog signal layingdevice L to fly forward through a hole in the rail, and come into thespace which the lever occupied before, so that when the rollerjeaves thelever and the latter descends it rests on the trigger or sliding piece.As the signaling device sliding piece darts forward it lays a fog signalM attached to it on the line the fog signaling device slides on the barP screwed into the web of the rail as shown, and the device itself ispressed forward on bar 1? by the spring Q. The fog signal remains on theline until the train arrives at the next signal station, when the signalman by a wire or electrical or other connection N pulls back the triggerand fo signal of the fog signaling device, and tie weighted lever againfalls down, waiting for the last carriage of the next train to set itagain at danger. a train explodes the fog signal, the guard stops histrain, and puts another fog signal in position in place of the one whichhas been exploded, though if desired the machine can be arranged so thatevery time the. signal is exploded another fog signal is immediately putinto position, and the original fog signal discarded. This can be doneby most of'the. fog signal operating devices already known. The trainnow stops until the Signalman reports the line clear, and sets the fogsignaling apparatus again into operative position. The arrangementstands above the rail about the same height as a live rail, therebyclearing points and cross rails on the off side.

l declare that what I claim is:

i; In an automatic fog signaling device for railways the combination ofa long rocking lever or pivoted rail weighted at the back end, a springpropelled fog signal laying device. an abutment on this fog signal Ylaying device which normally comes in contact with the side of thepivoted rail hefore the fog signal comes to the rail, but when thepivoted rail is out of normal position is capable of coming forward intothe position formerly occupied by the rail, and thus allowing the fogsignal and its carrier plate to rest on the rail.

2. A fog signaling device consisting of an oscillating rail actuatedfrom the rear end of the train. a mechanism carrying the fog signal. andattached to the signaling svstein of the railway. a spring in themechanism. a war propelled by the. spring normally resting against thepivoted rail except when actuated from the mechanism in the train, theForce of the spring tending to cause it to slide in the positionpreviously blocked by the pivoted rail whenever the pivoted rail isoscillated.

3. The improvement in signaling devices, which consists in an armcarried by the last vehicle of the train, a roller carried on said arm,a pivoted rail close to the main rail and weighted so as normally tocome in contact with the roller when the train traverses the linealongside a fog signaling device placed outside the rails and connectedwith the ordinary signaling system, and connections between the pivotedrail and the fog signal device whereby whenever the pivoted rail isdepressed a fog signal is placed on the main line.

i. The improvement in signaling devices consisting in a pivoted armfixed to the rear end of the train and adjustable to allow variations inheight in the last vehicle, in combination with a fog signaling deviceplaced outside the rails and connected with the ordinary signalingsystem, and devices between the pivoted arm and the fog signaling devicewhereby the fog signaling de vice may be operated by said arm.

The improvement in fog signaling devices, which consists in a jointedlever pivoted at the top and capable of adjustment vertically andattached to the last end of the train, a roller at the top end of thislever and a spring giving the roller a considerable play in height aboveground, a pivoted rail against which the roller normally comes incontact when the train passes, and a fog signaling device actuated bythis rail.

6. The improvement in fog signaling devices, which consi ts in a pivotedrail close to the main rail, a device on the last end of the traincapable of coming in contact with the pivoted rail when the latter is innormal position, and means whereby the movement of the pivoted ail putsa fog signal on the line, and holds it there until the signal man at thedistant station removes it, or it is removed by hand.

7. In a fog signal laying device, an operating arm attached to the rearof the train, a pivoted rail in such position as to come in contact withthe arm device when in I10rmal position, a fog signaling device normallykept from laying its signal on the line, but when the pivoted rail isactuated capable of sliding forward and inserting the signal on therail, and a wire connecting the fog signal laying device with thedistant signaling station.

8. In a fog signal laying device, the combination of an actuatingmechanism on the rear end of the train, a pivoted rail in position to bestruck and pressed down by said actuating mechanism when a train passeson the adjacent line of rails, a spring propelled slide normally heldback by the pivoted lever, and a fo signal plate carried by pins insockets in said slide, which slide when the pivoted lever is moved isfree to spring forward, lock the pivoted lever and hold its signal 011the line.

In witness whereofll have hereuntosigned my name this 30 day of June,1914, in the presence of two subscribing witnesses.

J AMES TH OMA S RIFLE Y.

Witnesses:

RICHARD MERCER, HAROLD EDWIN Po'r'rs.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. G.

